Electric train-control system.



E. WOLTMANN.

ELECTRIC TRAIN CONTROL SYSTEM. APPLICATION FILED DB0. 7, 1908.

,at M149( Patented Sept. 22, 1914.

'1HE NoN/els PETERS'L'O.. PHorU-LlrHo., WASHINGTON. D. c.

Y .l 'V "applieatioplalarecenter 7,1908..seria1'N4ea253l a `citizen offt'hle"UnitedfStatea residingat nnns'r womivrann,

UMTED STATES "PATENT OFFICE 0F NEW vonk, n. Y., AssrGNoR `'ronuroivm'rfo TRAIN s'ror f a contraint, A` CORPORATION oF MAINEL my Y LELCTRIC rRAIN-CoNTRoL sYs'rEMi 'TQaZZ (whomztmay concern.

the'city of `New the borouglrof Q llelnsand Stadtelfof-lNew .Yorlg haveins ventedpertan'newfand useful Improvements in Electric T rainControl `Systemsaof which the following lis a full, clear, l ,and 'e'xact de` SCiptiQn '1" My l'nvention relates1 control sys- `teI` rN1s, l;\leing a systemivor installation byfwhich signals* andbtherfprescribed tralic condi-1 tionsqgare automatically enforced.

1,11 my prior Patent No. 875,028, 4granted Decpl,

Il have set forth, an installation of this fchzasracterrlhaving `certain broadf'featu'res or principlesby Ywhich a sectional thirdrail or trolleyv off-.an electric` railroadris made use of as a line conductor for the power current transmission. In `other words; I :have provided an electric. `train y.or trolley system rendered noni-electrified at will. l Second, a signal orl ordery enforcing tralnkstopfoperatl jingin ,conjunction with the foregoing sec`y I l. 'A Briefly'recapitulateditmay be stated that any electrici road isl l a powertransmission sys` tem in which theelectric energy iscarried `for long distancesin la conductoigl and as `a thirdrail has great current. carrying capac` ity, `it `is extremely adyantageous y,to make use "of it for `actually `traiismittingltheour` which maybe saidA to have Vas its` prominent characteristics: irst, a trolley, rpower or third rail which isfsectionally divided sof that, any f desired portion maybe ,cut outor` tional power `Lrail, l andA third, `a,..meansv ,by

which, therconsiderable current-.carrying cafl "'pacityof the third rail,ortrolleyismade use of for thepowercurrent transmission. This third feature on characteristicjis set forthi at length in my, above prior patent toy which may be` made for; a fulldescrp 4 city of 200 ampere-sj for" every square inchof its transverse sectional area, without undue reference rent of the system from a distant`pointas `welllas itsobviou's' function of furnishinga l contactingmemberfor atrainfat Iany. par!l ticular point@` I .accomplish thisbroadly stated purpose in my prior patent,a nd`in the y present application, in y conjunction with l other features and purposes.V In the present. ,application, I have yattemptedrto provideforf every sort of trafiicfcondition or` contingency which can arise, enforcing fthe signals ,or orders by anfautomaticftrain` stop in lkall cases, besides; securingfall the ordinary` well Be` it known .that I, ERNST MWLTMNN,

' arefsholvnintheldrawings, it being evident l thl 421S lnanytrackways'as are available will The third .orj power railsfordinarily em- [80. y rough usage tolw'vhichthey are exposed in i advantages ofa thirdjporwer rail or trolley' andthe above -power transv `Specification of Letters Patent. Sept-422, 191`4 i' mitting purposes,` makingl reliance `on `the ,l human factor lnwthe servlcefas Vabsolutely negligible as canfbe `done byanyequipment.. 71th theffore'going and` otherfobjects inl view, my inventionlconsists `in thefeatures l after set, forthH a-ndfcl'aiined. In ,the drawings'Fig'ure 1 `is a diagram-` maticV view of an installation embodyingthe' principles of my invention, and Fig. 2 .is a

of construction and ,combination as herein,

detail viewshowingcertain features inthe l.

wiring.onthemotor car or vehicle.

parts arefdesignatedby thelsamefreference sign, l 'designates'trackways "of which two bejoin'edin thesystem. Almost all electr-icy roafdshave at leasttwotraclnvays, very.- coinnionly f a Lmuch greater number. trackway h'asa usualthirdrail or trolley 2L ployed are heavily madlefl of'iron to stand the the engagement ,ofthe contact'shoes'of trains andinotheniiVayS, so that they necessarily l have'` large current carryingcapacity; `that is to say, each;.power raiLwif continuous v throughoutits length, lis adapted to serve admirably as, alineconductor for the power transmitting system." To illustrate `by a practical example,supposingthat an ordi-ff,

rnary iron railzhas a current carrying capacloss` from ohmic resistance and heating,` it is evident that .anqaverage Contact rail of the` Hkind usually employed, if continuous., will be 'capable Iofftransmitting about one or two f ,tion to `the .variouslf'distributedftrains along a thousand ampereslfrom` a distantpower stathe` roadway; if Itfis practicallyl very importprevents their service as y a line conductor 'l in the abovel manner;

my invention'l make the various third Each l or .power rails of 5 the` dferentftrack ways l l sectional, Vand still constituting the line con-r i ductorsl the` powercurrent transmission y for A' thefs'ystem by` combining "them `together 5 along their lengths v and between the different 2, are in sections of corresponding lengjyzhs- All of thefsectlo'ns along each track Way. are normally interconnected'both along the saine traickWay' and along different track- Wa'ys, so tliey form in effect' a single 'system' .of power distribution; :The connection rloetvveen ythe adjacentrail'sectio-ns 2 f thesanie trackivay, is established "through branch Wires,y 3 an'dwslwitches 4, f The connection between the sections of ,they adjacent or different trackwaysis' established through the' cross Wires 5, normally 'joining' all the ad` jacently related third rail sectionsat each block entrance orsection.

The various sivitchesi` are capable of being'opened so as to cut out any Selected third y yrail section. VThe means which Ihave adopted' for Y operating 'the switches 14;, is ldependent upon thepsemaphore signall system, and 1s operatedfor the purpose lof enforcing thek i observance ofthe danger 'signals by the autovmatic's ,toppage of the train. `Thesemaphore` system may `be ofanyyordinary or desired character, such', for example, .as shown '1n my patent referred to, I 'have merely diagrammatically indicated'the semaphore sig` rnals at B', C and D, theyvbeing merely 'ordinary' signals with switches l), c," 0l, to c losevcertain circuits when the semaphores come to danger.

are"l denominated 1", 12, 13, respectively, each 'being independent' of the others. These circuits effect the opening ofthe switches 4 in such a way as to cut out the requisitethird rail sections toabsolutelv enforce the 0b- K. servance of danger signals under all circumstances.

1G denote latches which restrain the,

switches 'li/in' their circuitfclosing relations against; the tension of springs orequivalent means v8, which are adapted topo-pen the switches 4, lwhen. the la tter`are released by .the latches. The latches 10 are displaced to release' theswitches b magnets which ma be arranged, in any desired Way. I have illustrated each switch vactuated vbyva sectionally4 Wound magnet 11 inthe present case', there being three independent windings orvfs'ections, 'preferably provided.4 Thesev sections vare in the circuits of the `semaphore operated circuit closeyrs b, @,fd, as follows:

"A given magnet 11, 'say atthe entrance to block Bjhasfone section 11 4in the circuit l ofthe 'semaphore operated circuit clOSer,

which circuit is'c'ontinued thrtmglr-section` 11,2 ofthe next block C and section 113 of.` the'follovving block D. In like manner the In the 4 These circuitsy "cl'osedbyf the movements of the semaphores to danger,

sections 11 of magnet 11 at entrance to block C is'in the contact 1? ofthe semaphore operated ciifcilitffl,and isl continued throiigh the middle section of the third magnet 11. This. relation" Iisyuniform throughout the system and maybe generally described that latcliesin all, cutting yout tivo third rail seciaah tasting Circuits, by simply grounding' manner.

their terminal ends at g, in an obvious 13 denote 'contacts'alongthetrackWayat I thev entrances of :the various" blocks; 5* contacts are inthe' pathof the usualcollecl tor shoes of the train, and as such collector,y

on both sidesof the'motorvfcarsgit is con?" venient to have the contacts jlflocated o'rr'i the opposite side ofthe trackwvay fromthel shoes are ordinarily arranged in" diiplicate regular third rail.` iThe most satisfactory not opposite to the entrances "oftliefrespec- Jthird railgaps or divisions 15' are` spaced` second additional feature just referred to lgie's in the provision jofdistant` control "ciropen-the various circuits l', l2'and`1'3.

the entire *length 'fof 1the traino divisionabetween the tram"-des'patchers stations, lor

the semaphore operated circuit closerat the:` entrance. to each` block is adapted to complete a circiiitfivhi'ch" trips notv onlyv thev latches 10 at the ends of its own block, but also the latches ofthefollowiig"block, three' planis `to fix ay singleilength of railonthef oil-side ofthejtraekway in exactlythe samey yfvay thatfthe lregular third grail? 2 is mounted' on the other side. The circ'uits 1212" andffl3 extend from these contacts 13 through `the sections `of 'the magnets" 11; and fthroughtthel e'maphore operated 'circuit closers fbvcgf being iinally'complted'to :ground at g in f the'manner already described:l v`'Sections-Q on," as many magnets as'desired may be inclu'dedffl` efore takii'ig up' the operationI`Will` refe'i to tvvo 'additional features ofE myinvention Which areincorporated in the illust-rati'on.``4 g Iteference'has been-made to the fact'th'atj the thirdrails 2 are divided into sections torrspondig to the broers @faire mekway, but the divisions 15 of the third rails are cuit openers BX, CS and' DX', in the variousj circuits 1-,12 and 13'."*`Thesecircuit openers`V l are ordinary distant control switches and are all located 'in a single operating or pilot .eireuit 1), in such rva Way4 that they arefal'l simultaneously actuated'together, so as'4 to: The

`operating.or pilotfcir'cuit' p extendsalong l tions!4 These 'circuits-' derive their current Y' fremfuie conector ,shes of the naines There the poiver current lhasa` gmdreturn,"a`s`" is `the usual practice@ the "groundl may be made use "of'as,` a: return for'tliese ive blocks, at Whi'cli'the semaphoresBTG',l vD,"and the contacts yliare located.` "The back frointliel block entrances, for a distance 1 a greater than' the separation'offthe extreme VKcollector shoesgof the \longest*train. The

liso? 'iso - t train stop'.A The observance of. the; danger Vpositively and auto` vmore "exactly, between thefvarious" flag sta-v1 tions whichl are Vin telegraphiccommunication with the despatchers station. `The 're-"f sult is to put all of the distant controlcir cuit openers under .the supervisionjofi` they nate flagolicers` along the road.

main train' despatcher, through the subordivIs vil1;n`ow` consider the `operation the usual traiiic lconditions whicharise; `fand show 4that f I satisfyl all ordinary conditions and provide lfor the absolute enforcement of the danger signals without either' intere fering with the, current vcarrying functions of fthe ,third rail, or tying `up the wholeA systemwhen the train vstop operatestat any partieularipoint@;` S I I I wil-l:assume-'that and that )the block VVB. is already, occupied by altr-ain, fthrowing the semaphoreBf .to danger in the usual way. The movement of the :semaphore at the entrance `to block :B y to. `danger causes\the;lsemaphoreoperated` circuit-closer b to; closethe circuit; l at-fsuch` point `and this' circuit includes zthe `sections `11"112v and; llf'of three: successive` latch-1' trippingl, magnets 1l. Assuming thatthis signallisv disregarded by the ,following train thelatches :at both endsof-bl`ocks-B and C` y 3Q lwillfbef'therefore simnltaneouslyf tripped or v'attractedand the switches 1i simultaneously n1oved:to".open-circuiting.positionL! The re suilt .fisthatL the .third`- rail sections Qgent erallyopposite blocksB' and C are entirely cut :out and rendered noneliectrifed. This action does not)occur,-f1however, until the firstcollecton shoe of the following ,train has; engaged." the contacta-"13, or in other words until the front'of-thejtrain is 'opposite thesemaphore B.- Inasmucha the divisions liof' the third-,rail'are spaced back from the block entrances forga igreaterwdis,

tancethan the length lof the `longest train,

1 gergfatonce losesitspower :current on `ac-' count of the non-eleotrilication ofitsentiref available length'` of third-raihsection. As will slater appear thef` brakesf are f simultan;`L`

Y itfollowsthat anysucceeding trainiwhich proceeds beyondfgthe semaphore B gl at dan- ,ouslyzza-pplied, Correspending.y to ani-absolute signal B" is therefore matically enforced. i

` ltr-is` necessary: to considerfallpossiblel positions of the:train*whichfsalready occu- `pied block B in' the above:actiong-It.might happenthat suchtrainwas nearly emerging from;k the' block, l but `not; entirely past the,` third-rail gap l5 between. B andC. yflf.; .the 1.

yadvance trainy was? stalled in)A this position,

the;third-rai1-1-sectons fof blocks B 1 and y G would be' virtually connectedv together throughftheshoesu of-such, train,y b'utythisv fact 1 would 'notvinterferefwith the train es stop operation yalooveffdescrluel, becausel both A i y i all circumstances. a ftrain is moving from right toleft in; the ,directionrof the arrow patcher (whosuspends all-rules when liefde#4 of suchthirderail sectionswerecut out when the following train-J moved pastvthe Vdanger semaphore` B. In other'words' the .following train"Y cannot obtain *current f ltopfdisohediently` pass a danger signal`r because-the :advancetrain -on the same.` block happens? to occupya position which bridges orconnects.

`by; they foregoing actuations. i The third-rail sections offblocks-'Afzand Dvhave not been cntoutinlthe above `action and. are still elec,-

triied.'Y These sections are moreover "conf4 nected 'throu gh the leads 5 to the thiid-rail 2f of the adjacent track, which [is: virtually continuous at this time inasmuch'as the vari-. 90a `ous switches 1 i-zthereof' are `presumablyy y c1.0$.( il.,l The-thirdrail '72 therefore is in a positionA to lcarry the line current transmissionpa'st the blocksB and C.` The imposition Vofthe entire current 'on this single third-rail might overload Ait somewhat and entail a lossof power, but lthis' is of. no consequence` as thel actionis only oczasional or extraordinary in its character and tempo-4 rary loss under such extraordinary circufm` v stances is -a negligible' factorgwlf` there are.

more than two tra-ckwaysfas is'comnionly thecase5 the current carrying capacity Lof the .system is" reduced in a much `less ratio. j I i, y

For instance, if ythereare three tracks-the` current carryingcapacity is decreased 33:5; 'per cent. insteadoftO percent; If .there are four tracks,i`the` loss incurrent carrying capacity' is only 25"per centi, vetc`.`: It is there? foreappallent that the railroadgsysteni as ay whole is not v tied upin `any.f`way" by the foregoing actuationsl nA-lsoHit* is y,evident that even `with only `a single trackway thereI isno tie up of the system inv ordinary praci tice because'the line or powerfcondnctor' ordinarily fed from"bothfends'fof, the sys-I' i In all electric systems musty* be 'l l made for grounds and shortcircuts" and failure ofthe apparatus; and? other extraon dinary` cond1tions`;""for `example5 in easel of a wreck, the wrecking train has to gepast v asemaphore at danger and creep-np tothe For theseconditions I provide 'the distant control` circuit openers B", C", DX, `which v"are 1n pilot or'operatlngcircuits understhe direct controlof the. traindespatcher andI his iagyoiiicers;` Upon ordersfrom the "des-4 actual pointof thestalled or wrecked train. t

isa v sires) the flag oiicersfmay open lall tiled-istante control Vswitches of their Y road .f division, which. hasl the yeffect of preventing any rentiefloiv through .the 4various circuits Z?,vv

Fand Z3, and the actuation of any ofthe train stop devices in the vmanner abovedef.. scribed. .This control therefore imposes a f supervision `on the system from. thedef spatchers oliice, vby which he can suspend its operationwhen necessary, an important and desirable feature in practice. f El Inorder -to avoid lthe ynecessity ofman. yually:restoring the various ysvvfit'ches 4. to'- 'theirclosed circuit positions when they have beenv tripped, If provide means for doing 'this automatically. I have chosenV toy eml ploy time 'element .controlling means for this normal running conditions are-restored, the

' switches iinally remain closed. Ma-ny forms of mechanism may be adapted for this pur-` grammaticallyV a mechanism employing solenold magnets 2G acting on armatures or plungers 2l 4which Vhave kprojecting stems 22 adapted tojimpin'ge against the"switch. blades 4 and movethem to circuitrclosing vand latchin'g position.

'23 `denotedash-pots` to constrain the` e plungerszin avery slow movement in their fiction4 sof closing the 'switches 4.: *Theplungers- .are returned by springs 24. 25

rent from any suitable source and which cludes the magnet 20, the latch 10 anda'contact 26 which-is engagedby the latch when thelatterfdrops'by reason of its non-engageek ment withth'eswitch lever 4 `(accompanied,

of course,` by acessation vofthe attraction of the magnet 11).' f'Un'der these circumstances the solenoid will bev energized and the; 'fplunger 2 1 drawntoward .the right so as to move the switchblade 4 to its circuit closing relation. If the magnet 11 continues to ybeienergized, theabove circuit closing will fsa.

not occur, but` it will be observed that this is as it should be, since the magnets llwill not continue energized when the conditionshavehbecome suitable for .the refclosure of the switches 4.1 Y

, The disregard'of a danger signal is un- ,usualyand of such serious import that it isimperative l.that the train" despatcher should know ofsuchoccurrence.4 This Vsystem hasl been devisedwith this feature in view-.and inv the `eventof such disobedience whereby 'for-example a train on. blockB,

pose. I have illustrated more or lessxdiadesignates a circuity which may receive..cu'r'.

havingset semaphore yB'x at. danger, l. is gfoll' .lowedfby a train which v`d-isregards'such signal4v and` attempt-s1 to .enter block B, the.

"current being cutl of from both of saidr4 @blocksn the. manner herei-nbefore described finecessitates communication I4with flthe train. i despatchers oiicein order..that;l he.` may. permit4 thessaid trains to-proceed-'tolcausing the respective semaphores fin. question to .bef lowered..` This .cutsout .themagnets llf andA .the .switches willr thereafter auto- ;maticallyclose. i l 1 L; 1I `have r ferred .to fact .that the train @stop actuations ,above l described;v are: spe! f lcially enforcedandmade positive. the apiV Lfplication ofthe air brakes. alfaccomplish this by means which also prevents .any blow- .fing of the trainnffuses ,fronijinterfering with ther tra-in stop? fnetionsy-eferring particularly to Fig. 2 gldenotesa'linotor cai having collector shoes 31.1 rdinarily" gironi-.collector shoes, two on eachiside, are provided. 'In` 'accordanceiwithfftheusualV practioe, each .collector Ashoe has arsafety i'us'e 31V in, its ,connection I@with .theother.V Acollectorshoesfand with the "tram motors.

so that -sliortcircuits will not cause 'damageg These" fuses Qare, of" course,.gliableftov Vbe Y blown at any time from. various causes, and

lin the 'absencef0f1sp'ecial circuits, it ina'y-ff happensthat':twoy or` more fusesfmightrljbe.. blown, or vsome other disconnection oe'cur,fl in such away that .the .contacts5.513@ would'` not reeeive current. norder toinsurethat.;

the collecto`i"'shoes=which `engage the con-'rA tacts lfare electriied,:regardless fof thell blowing of their fuses'or other-""disconnec. tion, `I connect all -the collector` SlQs 3 to-r.-

gether with circuitwires* g in" which re-f sistances of say -jiifty .ohins are interposed.,

The best plan istojoin eachcollector 'shoe to a Vcommon.pointof connection 33, and

in each branch to impose-a resistance I of abou-thal'fthe: total valueirequired. With this," arrangementiy each collector shoeis'. capable' of` deriving current 1 through f. the circuitwire's Q from Tone .or more of they re-..

maining collector lshoes, butit` is not Apos-y sble vfoi-'this `fairrentgto pass byy any-:wayV

or combination ofways without traversing at least@ two ofthe resistance` branches re- J ferred. ton As these resistanceszare suie. ciently greatvtolimit thegcurrent-iiowing to a valuewithinthe capacity of thej-.con-

ductor employed, .iti follows'that the 'cir'-k cuit wiresg are notliable.tobeburned'outi even if one collector'fshoe should bedirectly j groundedwliileanother shoe is resting on...

the .power'f rail'. `The *circuitl connections g may 'therefore'. bel considered'asl permanent and reliable factors in the installation, insuringthe lectrification. offall the shoes whetherfornot their fuseswfhappen `tobef` v blown.` The current-derivedfin this way is perfectly: suiiicient'forthe operation-- of.

n power conductor sections.H 1j e vas l the ytripping Amagnets Al1V whichv are-,wound "to employ only fiajlight. operating;;'current.z l` Connected to V,the,systr-tni Aof thevcollector Ashoes 3l isafgroundcircuit `riingwhifch'. is f located magnetoperatedi i tranpipe g, re- RRSP/Valve :40; i;,The cutting out rof'fany' third-rail section results, lof `course,s 'ifn'tliel y immediateA non-,electrification `of `thejxtraincollector shoes and .this` fact causesta `:ail- 1 stantiallyz-'v parallelaatrackways, la. i sectional l pwerjcondu'ctori `foreach trackway, switches 'normally "joinin'gthe ends: of" the sections l v rlofthe.conductorstogether into`aplurality .way, means; for. electrically connecting.` the switches of. adjacent. trackways, and 'means E,

ulluwovf` current in-wthe ,magnetoperated? li,train-pipe releaseivalve 40."@Magnet-.opera ated train-pipe` release valves which;` open the train-pipe" upon` failure of current inf` `a circuit,-,are wellrzrk-nownandnl haveknotv therefore partcularly` illustrated jsuch. a 1.ymechanisintI @Anjmordinary device of this character may be inserted in the circuitwf fandwill operatewithlmy;invention, l -Havingdescribedjmy invention, I claim:1

1. .An electric .railway systemi having subof unbroken series,` one series for'eachitrack--- y operating fto'lfjopen threejof said switches? at a time, said switches so `opened-being those at the`respectiveiends `otwoV aline i 2. An electric] railwayisystem stantaly parallel xt'cjkwaya anSCiQnal of unbroken series, y onel series for `each n trackway, means for electrically joining the ,a switchesof adjacenttrackways, and means *operating to Aopen a plurality `of said switches ofvonel series simultaneously, `said v `switches so openedbeing those at the respecftive ends of a one less number 3 of alined power conductor sections.

haring sul ,i power conductor for each trackwaywitches normally joining the ends of the sectionsv of theI conductors together into a plurality 3.`An electric Atrain control system hav` ing a sectional power conductor, means for i n normally 'joining the sections of the power, conductor in unbroken continuity, contact l, ,A pieces along the track-way, each of said" contact'piecesspacedfrom and in advanceofthe division point of two adjacent sections of the power conductor, al train hav- "ing a collector shoe at one end thereof adapted to contact with the sections of said power. conductor, a second collectory shoe' .electrically connected to said iirst named shoe and located at the otherend ofthe train and adapted to` contact with said conn tact pieces,lsaid^shoes being spaced" apart a n 6,0

distance less than' the distance between a -fricontact piece and the corresponding, division lpoint of the sections of the power conf vrductor and means controlled by the passage `of 'said second named collector shoe over a contact piece for cutting out the section :of o the"A power conductor` opposite the last .named contact-piece. gli L 4f. `An electric-,trainfcontrol, system havy in'gl al sectional -powerconductor,` means lfor .normally 'joining theysectionsof `the power conductor@ in l z unbroken 2 ,continuity` contact pieces along the aftrack-.way, peach; (of said contact pieces spacedyfrom and in-advance of the; division point `ol'fftwo` adjacent sectionsof thepower condutona `train having a, collectorI shoe atuonex'end `thereof adapted f to .contact `with the L sections rof said power conductor, Y a1 i secondf collector shoe `elect'ricallyi Iconducted i to said first named ishoe andylocatedxat the, other i' end of `the ipieces, vsaid shoes `/bein'g- ,spaced` apart a dis- `tance less than the ydistance between'thejcon- :tact Vpieces i and. l the corresponding division points of, `the sections-of. the; power conductor andmeans` controlled byithe passage of `nectingzthe ends ofsaid sections in unbroken Y `continui-ty, normallyzopen circuits, means l for `closing them, means controlled byeach `oi'ffsaid,circuitswwhen closed for opening threeconsecutivg,- switches 4to cut out two adjacent conductor sections, and means in each of said circuits controlled from a distance to openV vsaidcircuit at a point distinct from thepoint at which it was closed by said iirst'mentioned meanstogether with means for-'moving each of said switchesto 'closed position after said vcircuit has been Aopened by said means controlled from a distance.` ,l j i,

vAnielectric train controlrsystemH having a' sectional, powerV '.conductor, a .trackway having bloclrfentrances, contacts at suchy entrances, meansy on the trainv for yelectrii-yingsaid` contacts, switches for connecting the ends of said sections in unbroken continuity, circuits, means controlled ther-ei by for opening said `switches three at a time, `each' of said circuitskderiving current from a saidlast mentioned means including a circuitlcontrolled from Va distant point;

switches.

8. Anelectric train `control system hava l l -8`0 "trainadapted tof'contact` with. said .contact l 4saidy second.` named collector; `-'shoe a over one lparticular contact, `-and means `for closing said switches substantially sin'iultaneously,l n

7. 'An-electric traink control" system. hav-4 ing a4 sectional power conductor, switches ing a sectional poweru` conductor, switches for joining the ends of the' sections of said tions of said conductor are ,cut outof' ciri .cuit and means including a time 'controlled -device'or closing the switches; .a

9. An electric train control system hav-` ing a sectional power conductor', vswitches for joining the ends of the sections of saidy -conductor in'v unbroken continuity', means for simultaneously movingavlpl'urality yof .said switchesto lopen circuiting position,f circuits controlled by the opening of saidl switches,and magnetic means actuated by;

said circuitsfor closing such switches, said magnetic means having time controlled means associated therewithrwhereby the closure of` said switches is retarded for 'a` i p j i ontlieblocksoflthe trackflessthanlSdetercertain intervalf` '10. An electric railway system-having ad-A jacent trackways,` a sectionalpower conduc-L torxfor eachjtrackway, switches normallyiv ljoining the ends of .the sections of ythe oonductors together into a plurality" of 1in'-I broken series, one series foreach vtraclway, means for electrically joining the switches -o-adjacent trackways, means operati-ng to open-a plurality of saidswitches simulta'-, neously corresponding to aiparticular.powerv vcames of this late'nf vmay te obt'a'i'ed for W12. In an electricrrailway system;*a vsec- 'number of successively"disposed `switches five 'cents eac-1i,` by Washington, D.`C.

conductor section and time 'controlled 4I'nean's `for.cl s111g saidswitches;4k l

,yfl'l- In electricfrailway system',V a secsaid switches. in groups,' i and electrically 40 operating means actuated by the restoration:-

ofnormal ftra'iiic conditions of the-trains circuits.

for restoring 'said switches to' close their tional.poweri'conductor;switches for join-` Ving the sections golf said conductor to-f getherxin an unbroken y. series; automatic means vior sr'multaneously. opening a limited upon the presence of twotrains spaced apart mined distance,'s ardr eletricallyI controlled means. for `closing said-1.switchespwhen lInl-witness wherei@Ilsubscribe myjsig-- natu're,' in the, presence'o two witnesses. l, ERNSTYWOLTMA'N'N Y lWitnesses-r f WTALDo M. CHArimf l JAMES D.. ANTNIO.:

addressing theI `Gornml`s"s``oifer vtof Patents), 

